Internal combustion engine



July 2, 1940.

F, D. BUTLER INTERNAL COMBUSTIDN ENGINE Filed Illay 16, 1958 ssheets-sheet 1 INVENTORl July 2, 1940.

10h INVENTOR v 8a l 1 MQMJM E ga l July2,l194lo. l

' F. D. BUTLER I 2,206,027

INTERNAL COMBUSKTION ENGINE rind lay 16. 1958 :s sheets-'sheet 3Patented' July 2, i940 UNITED STATES PATENT oFFlcE TNTEaNAL coMBUs'rloNaNGmE Frankl David Butler, United States Navy 'Application May 18,1938',sername. mais 2 Claims.

, (Granted unanA the m of March s; isss, n

amended April 30, 192s; 370 0. G. 757) While my invention relates to thetype of engine assembly mentioned in the foregoing, it relates moreparticularly to and provides a two stroke cycle internal combustionengine wherein i atomizing and injecting unit which latter traps and,where in such engine, topped crude petro-` a small quantity of saidingress air under pressure, compresses it to an appreciably higherpressure than the .air remainingl in such combustion-chambenand injectsit, along with the highly atomized liquid fuel charge, 4back into suchcombustion chamber; wherein such liquid fuel injecting unit is mountedcentrally in and is combined with a hydraulically operated combustionchamber regulating device through which latter the compression ratio ofsuch engine may be increased or decreased at any time at will;

leum oils, having a' relatively .low specic gravity and viscosity, maybe used as the motive power thereof. lThe solution of the major problemof burning such oils emciently in Asuch engines and simultaneouslymaintaining a relatively high horse power per poun'd weight factor, withitsv units of such engine; (b) the provision of relatively inexpensiveand efilcient means for minutely atomising,'highly agitating-andinjecting the liquid fuel into the combustion chamber of each cylinderunitvof such engine automatically and pneumatically by and throughactuation motive power received from the compression and combustionpressures within such combustion' chamber or chambers, andvin propertiming with the rotating and reciprocating elements of such engine; (c)the provision of means for utilizing the hydraulic pressure of means (a)ior sealing (against leakage) the major moving elei ment of provision(b): (d) the provision of d means for maintaining the proper timingmentioned 'in provision (b) during the varying regulating adjustmentsprovided under provision (a) (e) the provision of means for isolating.trap. ping and compressing a sufficient quantity of compressed air orcombustionA gas from each of said combustion chambers (by and throughits respective fuel injection assembly) necessary for the properpneumatic atomization and injection of eachliquid fuel 'chargethereinto; (f) the l5 provision of means for hydraulically and remntelyregulating the quantity of fuel perinjection charge of such fuelinjection assembly or assemblies mentioned under provision (b): (g) theprovision of unique means for supplying the ingress air (under 4apositive pressure aboveat- -mospheric pressure) to, and simultaneouslyextracting (by and through a negative p'ressure below atmosphericpressure) the expended or egress gas from the cylinder or cylinders ofsuch engine; (h) the provision of means for utilizing the means ofprovision (o) for internally cooling the piston or pistons of suchengine; (i) the provision of means for supplying .the necessaryAhydraulic pressure for means of provisions (a), (c) and (f) thenecessary fuel for provision (b), and silencing the drive gears ofprovision (a) by forming liquid fuel and lubricating oil pressure -Asupply pumps of such 'drive gears of the latter provision; (i) theprovision of means for .combiningthe foregoing'provision means in' saidinternal combustion engine; and (k), the provision of means comprisingminoi new and useful entities which practically, commercially,eiliciently, and economically practice, in the mano Aner found by methus far in the development of my invention to be most advantageousineach of the foregoing, and other respects which willl more clearlyappear, and be understood by those skilled in this art, from theaccompanying draw- 45 ings and the following description, and'appendedclaims. Y A f It will be readily appreciated by thosel skilledin this art, 4after understanding my invention, that various changes maybe made in the means disclosed herein which will produce the sameresults in ypractically 'the same manner without digressing from myinventive concept orsacriilcing any of its outstanding inherentadvantages.

With reference to the drawings:

Fig. 1 is a transverse section through one of the piston and cylinderassemblies of a liquid fuel powered, two stroke cycle, marine type ofinternal combustion engine equipped with my invention, and illustratesthe compression regulating device assembly thereof at one half travelposition of regulation, the moving elements of the fuel atomizing andinjecting device assembly in their full inward or normal closed posi-ltion of travel and with the hydraulically, remotely controlled fuelquantity regulating plunger assembly (of the latteriat one half travelposition of regulation, and the engine piston assemblyat approximatelythree-fourths of its outward travel and approaching its firing deadcenter and in the act of having its internal surface cooled by air undera positive pressure passing from the ingress air blower pumptherethrough vand into the negative pressure egress scavenging blower orpump as diagrammatically illustrated by the arrows.

Fig. 2 is a diagrammatic sketch of the arrangement of the liquidfuel-and lubricating oil pumps, and the engine regulating devicesconnected with the fuel supply system.

Fig. 3 is a reduced longitudinal section as would appear o'n the dottedlines 3--3 of Fig. 1 and illustrates the parallel V belt, and the(herringbone silent type) gear drive of the ingress and egress blowersorpumps, and the method employed in utilizing these gears simultaneouslyas such drive gears and as the liquid fuel pump or lubricating oil pumpand thus placing them under a forced oil lubrication and causing them tooperate silently though meshed closely together. 1

Fig. 4 is an enlarged detailed section of my combined compressionchamber regulating device assembly and liquid fuel automatic andpneumatic atomizing and injecting device assembly and illustrates theformer at one half regulation position and the moving elements of thelatter at approximately three-fourths of their outward or open fposition of travel and .with the hydraulically, re-

motely controlled fuel quantity regulating plunger assembly (of thelatter) at one half regulating position of control.

Fig. 5 is an enlarged detailed section of a portion of Fig. 4 exceptwith the moving elements of the fuel atomizing and injecting deviceassembly at approximately one fourth of their outward travel.

Fig. 6 is a transverse section of Fig. 5 as taken on the dotted line 6-8of the latter figure.

Fig. 7 is similar to Fig. 6 except being taken in the opposite directionand on the dotted line 1 1 of Fig. 5.

a In the accompanying drawings, similar numerals and letters `representand indicate similar parts in the several views. The numeral I indicatesone of the hydraulically and remotely regu'- lated ,automatically andpneumatically operated fuel atomizing and injecting device assemblieswhich is mounted 4centrally in the compression regulator piston assemblyZand consists of certain stationary and moving elements. The stationaryelementsfofunit I consist of an elongated shouldered cylindricallyshaped lower or inward end cap, la, an elongated shoulderedcylindrically shaped outward main body Ib, a combined fuel and'combustion chamber hydraulic regulating fluid connection Ic secured inthe side of the outer end of body Ib. a fuel quantity hydraulicregulating fitting Id secured in the outer centerof body Ib, andsuitable gaskets as necessary. This cap la and main body Ib t snuglywithin a suitable shouldered cylindrically shaped bore 2b, which latterextends throughout the main body 2a of the compression regulating pistonassembly 2. The main. body Ib 4is preferably threaded into the outer endof bore 2b.

The moving elements of the assembly l consist of a pneumatic pressureoperated actuating piston 4 and a combined pneumatically andhydraulically operated fuel atomizing and injecting piston valve 5assembled together, and a relatively stationary though regulatable fuelmetering and injecting plunger 6a, and a hydraulically and remotelycontrolled fuel quantity regulating piston 6b assembled together. 'I'heactuating piston 4 is of the differential area type, is cylindrical inshape, has a plurality of external and internal -diameters and consistsof an elongated cylindrically shaped enlarged piston portion 4a whichfits snugly in and is reciprocable within the cylinder 4b located in theinward end of assembly I. An inward conically shaped valve vface 4cadjoining the inward or combustion chamber end of 4a is normally adaptedto contact a similar conically shaped valve seat 4d. The piston portion4a terminates in a reduced diameter,l tapering, elongated cylindricallyshaped projection tip 4e having its largest diameter adjoining thesmallest diameter or base of valve face 4c and is constantly exposed tothe-combustion chamber 3a. Tip 4e is appreciably smaller than and thusts within a suitable cylindrically shaped throat bore la" of the cap laand extends therethrough into the combustion chamber 3a. The outward endof piston portion 4a terminates in a conically shaped valve face 4fwhich in turn terminates at its outward or smaller end in a reducedtubular sleeve 4a. 'I'he valve face 4f is adapted to intermittentlycontact a similar conically shaped valve seat 4h located in the outwardend of cylinder 4b. 'Ihe tubular sleeve 4g fits snugly in and isreciprocable within a suitable bore 4i adjoining the outward end oi'valve' seat 4h and extending therefrom an appreciable distance outwardin the intermediate section ofv main body Ib and terminating .inasuitable enlarged cylindrically shaped fuel supply chamber 47'adjoining the outward ends of piston 4 and valve 5. From the outer toapproximately the innerend of the sleeve 4a the actuating piston 4 isbored cylindrical and straight and this cylinder 4k terminates at itslower or inward end in a tapering conically shaped seat 4t. VThis seat4l in turn terminates at its inward or smaller end in a minutecylindrically shaped vorifice 4m extending through tip 4e and asillustrated in Fig. 7, a semi-circular groove 4p machined in and nearthe outer end of the bore of cylinder 4k, a plurality of by-pass ports4r located in and extending parallel to the walls of the lower end ofcylinder 4b, as illustrated in Figs. 5 and 7, and being somewhat longerthan piston 4a, and machine relieving the outer portion -of conicalshoulder 4c as at 4c", Fig. 5, to an outside diameter equal to that ofsleeve 4g.

The piston valve 5 fits in a slidable manner within the cylinder 4k ofpiston 4 and consists of the length of valve facev 5a and .terminatingat downward in the wall from the outer end of the. f

that point in a plurality of relatively minute radially extending fueldiffuser ports lc which latter in turn terminate in valve face 5a in theoutward ends of a similar number of minute fuel atomizing grooves 5dwhich latter extend diagonally downward an appreciable distance inthesurface of valve face Sa; and an elongated liquid 'fuel supply groove 5eadjoining and extending fuel injection chamber 5b an appreciabledistance and adapted to normally-form fuel supply communicationbetweensuch chamber 5b and the fuei supply chamber Ii and to beintermittently closed off by the lower or inward end of the fuelinjection plunger ia.

The fuel metering Hand injecting plunger assembly consists of anelongated cylindrically shaped fuel metering and injecting Iplunger6awhich at its downward or inward end fits snugly .in and isreciprocable within the fuel injection chamber 5b of the piston valve15, and during the intermittent reciprocation of piston l and pistonvalve i cuts off the previously mentioned liquid fuel communicationexisting via groove 5e between the chamber 5b and the fuel supply,chamber 41. At its upper or outward end plunger 6a is threaded andthusl adlustably secured within Aa suitable elongated, cylindricallyshaped fuel regulating piston 6b. Regulating piston ib fits snugly inand reciprocates within a suitable cylinder Bc in Id and bearsconstantly at its upper or outward end against a suitable coiltyperesilient spring member 6d interposed between the piston 6b and asuitable plug member Id" secured to or forming a part of the upper oroutward end of fitting Id. A minute orifice fuel regulatingcommunication port Ce extends through plug Id" and is in constantcommunication with. the hydraulically controlled fuel regulating meansthrough tubing connection 1. A suitable snap type spring retainer ring6! dts -within a suitable senil-circula:I groove located inV and nearthe inward end of the wall of cylinder 6c and limits the downward orinward travel of piston 6b in such cylinder during full power operationof the engine. y

The compression chamber regulating device' assembly 2 includes a main-body 2c having a shouldered cylindrical bore 2b extending therethroughand receiving the fuel .atomizing and injecting assembly l therein. Anenlarged cylin` drlcally shaped'inward endpiston Zc-iltted with aplurality of snap type pistbn rings 2d lits` snugly in a reciprocablemanner within a suitable cylinder 2e adjoining the engine-combustionchamber 3a with its lower end constantly ex- 'posed to the latter.- Areduced cylindrically shaped outward sleeve end 2f is ntted with aplurality of snap type piston rin'gsylgl and fits vsnu'gly in areciprocable manner withinL a suit'- able' cylinder 2h adjoining theoutward end of cylinder 2e and projects therethrougha con siderabledistance. A suitableannular shaped'` internally threaded adjustmentcollar It iitsa suitable ward end threaded portion of 'the protecting`.out-

of sleeve 2f.. A'suitable resilient coil 4p1-ing l2i is interposedbetween the collar v2i and the outward side of the outward head of thecylinder le and normally retains piston 2c in .contact with its outwardtravel limit stop and seal seat 2k located on the inward side of saidoutward head and adjoining the outward end of cylinder 2e. An annularshaped seat 2l located at the inward end of cylinder 2e adjoiningcombustion chamber 3a limits the downward orA inward travel of landseals piston 2c during the period it is seated downward thereon.

vHydraulic fluid communicates between the liquid fuel supply fitting icand the hydraulic fluid pressure chamber 2m via fuel supply chamber 4ithence one of the minute hydraulic fluid communication and controlorifice posts 2n which extend diagonally downward in main body Ib fromchamber I1' to the annular shaped chamvia the down-how diagonallyextending port 2p inlower end o'f 2a, or on return, up through'the ber2o, thence from chamber 2o into chamber 2m, i

up-flow diagonally extending port 2q located opposite to upper end of 2pin 2a, and hydraulic seal communication exists between annular shapedchamber 2o and chamber 4g of piston 4 via the radially extending portholes 2r in i-b, and for the purpose Y of sealing piston 4' in sleeve4g.` l y The combustion ingress air supply pump and the lubricating oilsupply pump are combineda-nd mounted. on the same shafts as illustrated1n Fig. 3, and are identical to the combustion egress gas exhaust pumpand the liquid fuel supply pump in combination and mounting.'

Therefore the formerl combination only willA be described, and thelatter will be indicated by an additional apostrophe to the indicatingsymbols of the former. The ingress air supply pumpduplex parallel Vpulley I0, mounted on the j crank-shaft, driving the relatively smallduplex parallel V pulley lila mounted on shaft 8 via the parallel Vbelts lbconnecting such pulleys.

' The shafts 8 and 9 are mounted parallel to one another and to theAengine crank-shaft and are rotatable within a suitable elliptical shapedpump chamber 3c, located adjacent the intermediate length of and atright angles to the main cylinder or cylinders V3, with their two' lobeelastic substance pumping vanes 8a and 9a respectively in mesh with, butnot touching, one another and slightly clearing the circular portions ofthe wall of 'said pump chamber 3c. The

shaft through the herring bone silent type gear lb drives the shaft 9 byand through meshing snugly with a, similar gear 9b, both gears areintegral with their respective shafts and are' located in theintermediate length of the forward journals 8c and 9c of such shaftsrespectively. 'lhe'se journals lc and 9c extend from /thegforward end ofpump -chamber 3c ing the smaller pulley ila and are supported insuitable lbear-ings ld and 9d respectively, mounted i'n th'el forwardsplit housing member Illc secured adjoining the forward end of chamber3c by boltsl "d and having its halves secured together by bolts Ile. Asldiagrammatically illustrated in Fig. 2, there is thus provided thelubricating oil'supply pump ilf. The after end of 75 ing port 3d'respectively, which latter are locatedv shafts 8 and 9 are likewisesupported on the rear journals 8e and 9e integral therewith respectivelyrotatable in the split bearings 8f and 9J' respectively. These bearings8f and 9i are mounted in the after split housing member Ing, securedadjoining the after end of chamber 3c and having lits halves securedtogether with bolts Nh.

The liquid fuel supply pump Illf' is diagrammatically illustrated inFig. 2. A plurality of initial ingress air supply ports anclV finalegress gas exhaust ports, neither illustrated, are located in the wallsof the pump chamber 3c and 3c' respectively, opposite and similar to theingress air cylinder port 3d and egress gas cylinder scavengin the wallsof the pump chambers toward the engine cylinder. These cylinder ports 3dand 3d coincide with suitable continuations thereof 3e and 3erespectively which extend diagonally through the walls of the elongatedcylinder liner 3f and are intermittently opened and closed by andthrough the reciprocation of the piston 3b in the cylinder 3, by theconnecting rod 3g in the usual manner, to thus intermittently supplyingress air under a positive pressure form ingress pump chamber 3c tothe inside of piston 3b and to simultaneously extract such air therefromunder a negative pressure into the scavenging pump chamber 3c', asdiagrammatically illustrated in Fig. 1, via port 3d and its continuationport 3e thence the ingress air supply port 3hin the intermediate lengthof the piston 3b thence the cooling chamber 3i, internal to the upperportion of piston 3b, and over the bridge 3i into the egress port 3h!and thence via ports 3e and 3d into scavenging pump chamber-3c'.

The supply of ingress air to the combustion chamber 3a from ingress pumpchamber Scandv the scavenging of the expanded' gas from saidl combustionchamber into scavenging pump chamber 3c' takes place simultaneously aspiston 3b nears the bottom of its power'stroke. v.At this time the loweredge of the iianged portion 3k of the upper end of piston 3b passesdownward beyond the upper edges of ports 3e and 3e' and allows expandedgas to escape from combustion chamber 3a to scavenging pump chamber 3c',

and ingress air to ow from ingress pump chamber- 3c into the combustionchamber 3a. As the piston reaches its full downward travel and returnsupward, the flanged portion llcpasses upward beyond ports 3e and 3e andthereby cuts oil' both ingress and egress communication to and fromcombustion chamber 3a respectively and results in the ingress airtrapped in the latter being compressed therein by said piston lb duringits upward travel stroke in the cylinder 3.

With reference to Fig. 2, the liquid fuel for combustion, hydraulicfluid for combustionchamber regulation, and the hydraulic fluid for fuelinjection regulation supply system are connected up as follows:Connectionsare made between the source of liquid fuel supply and thesuction side of the power drivenv fuel supply pump I 0f and Vmanuallyoperated fuelsupply pump Hlff';

through tubing connections VId and 'le respectively into manifold le,,which latterconnects the fittings I c of the plurality offuel-atomizing 'and injectingvassemblies i, and simultaneously fromstrainer 1c via tubing connection 1d into and through the spring. loadedmanually'adjustable pressure regulating valve 'lf into drain line 1g andadjoining drain ,line 1h back to the suction side of said pumps. An airchamber if is located at a slight elevation above and is connected tomanifold ie, and a pressure gauge ig is secured to and registerssimultaneously the pressure in the air chamber If and the adustablepressure setting of regulating valve 1f. A tube li connects the inletside of regulating valve 1f and the inlet side of the fuel controlneedle valve 17', and tubes 1 connect the outlet side of valve 17' andthe fittings I d or ld" of the plurality of fuel atomizing and injectingassemblies I. Pressure gauge 'Il is coupled in so as to register thepressure in the tubes 1. The needle valve 17' is constructed so thatliquid fuel fluid for control of assemblies I may pass therethrough fromtubes 1i to tubes 1 when the needle valve is in one position ofregulation or therethrough from the tubes I to the drain tube 1g whensuch needle valve is in a. second position of regulation. The stem ofthe disc of the needle valve 17' is equipped with an adjustable idlingspeed or minimum pressure drain stop Ik limiting the minimum pressurethat may be carried in tubes Lv The 'ny-pass valve 1m is installedbetween tubes 1 and the drain connection 'lg or 1h for the purpose ofremoving all fluid pressure in tubing 'l whenever desirable.

Having described the construction and connection detail of my engineassembly, and assuming that it is equipped with a power starting means,that its temperature is approximately zero degrees Fahrenheit, and thatthe fuel and regulating systems are lled with topped crude petroleumoil, the starting and operation of the engine will then be as follows:Open the discharge cock of hand pump I0!" and with this pump build uppressure on gauges Ig'and 1l until by regulating valve 'lf the gauge I gregisters approximately 180 pounds per square inch for example and byregulating needle valve 4la' the gauge 'Il registers approximately 150pounds per square inch. The higher pressure applied'to the liquid fluidin connections lc' and the various chambers, ports, etc., connectedtherewith will gradually fill the chamber or chambers 2m and will forcethe piston or pistons 2c downward and into contact with their respectiveseats 2l by overcomingthe tension of their respective springs 2i, andsimultaneously therewith, the actuating piston member 4 and piston valvemember 5 will 4with the air of spring 6d will locate the fuel meteringand injecting plunger 6a and its piston 6c in opposition to the higherpressure beneath the latter' two in the center of their regulationtravel, as illustrated in Figs. l, 4 and 5. The engine is now ready tobe started, and under these conditions the columetric capacity of thecom bustion chamber 3a,-with the piston 3b on its firing dead center,would be extremely small, the engine compression ratio would beextremely high, and the flnal compression temperature wouldbe more thansumcient to ignite atomized liquid fuel even though the initial ingressair temperature was relatively low (0- F.), and the quantity of liquidfuel expendedper injection would be 50% ofvmaximum.

The engine crank-shaft is now rotated by the power starting meansmentioned in the foregoing. As tliepiston 3b is moved upward in thecylinder 3 by the crank-shaft connecting rod 3y, the combustion aircharge in the combustion chamber 3a above the piston 3b'is compressedprior to the arrival of the piston 3b on its firing dead center to apressure of approximately 800 pounds per square inch. This relativelyhigh pneumatic' air pressure in combustion chamber 3a exerting itselfagainst the lower end of actuatingpiston member 4 having an area equalto the cross-sectional area of throat la" Fig. 1

overcomes the relatively low pressure of 180 poundsper squareinch on theliquid fuel in chamber 4i and 5b exerting itself against the relativelylarge area of `the upper ends of said actuating piston member 4 and thepiston valve member 5, an area equal to the cross-sectional area ofsleeve 4g of 4 and automatically-lifts the actuating piston member 4from its seat 4d.

As the piston 4a of the actuating piston member 4L is lifted from itsseat 4d by the highly compressed elastic substance in combustion chamber3a, `this elastic substance immediately equalizes with the compressibleelastic substance in the annular shaped compression chamber 4s abovepiston 4a in cylinder 4b via throat la" into the lower end of cylinder4b, thence via the plurality of by-pass grooves 4r located inthe wallsof cylinder 4b and extending around or.-

by-passing piston 4a into the compression chamber 4s. As this highlycompressed elastic substance in combustion chamber 3a exerts itselfagainst the relatively large projected area of the lower end of piston4a, an area equal to the cross-sectional area of piston 4a, theactuating piston member 4carrying with it the piston valve member 5 isforced rapidly upward thereby, and

. as the upper end edge of the piston 4a passes upward beyond the upperedgesL of grooves 4r, illustrated in Fig. 5, the previously mentionedequalization communication existing between combustion chamber 3a andcompression chamber 4s is closed off by piston 4a; and .thus thisequalized elastic substance in the latter chamber is trapped therein andis recompressed therein as the actuating piston member 4 continuesupward to'an appreciably higher pressure than the compressed elasticsubstance remaining and contained in the combustion chamber 3a. Duringthe period the actuating piston member 4 is moving upward from theposition in which it is illustrated in Fig. 5 -to the position in whichit is illustrated in-Fig. 4, the lower end of the fuel communicationgroove 5e in 5 passes upward beyond the extreme lower end of the fuelmetering and injectingplunger 6a and thereby traps the liquid lfuel inchamber '5b beneath the end of the plunger 6a and causes the fuel to bedisplaced therefrom by the plunger through the radially extendingdiffuser ports 5c located near the lower end thereof into the outwardends of the semicircular shaped fuel atomizing grooves 5d, which extenddiagonallydownward in the outer surface of the tapering disc valve face5a of valve 5. As the lower end of groove 5e passes upward beyond thellower end of the plunger 6a a hydraulic pressure is formed on theliquid fuel in chamber 5b, ports 5c and grooves 5d, and such liquidfluid under such hydraulic pressure exerts itself against the taperingface of seat 4I against an area equal to the downward projected area ofgrooves 5d towards such tapering face ofseat 4l and thereby overcomesthe downward pressure of the liquid fuel in chamber 4i exerting itselfagainst the annular shaped cross-sectional area of the upper end ofpiston valve 5, and thus forces the piston valve' 5 upward in piston 4until its upper end strikes the snap ring 4q and its valve face 5a isseparated from the valve seat 4l, thereby allowing the liquid fluidunder-hydraulic pressure to flow from chamber 5b through ports 5c andgrooves 5d respectively intothe space 'separating said valve face Sa'andthe valve seat 4l. 'I'his hydraulic pressure forces valve 5 upward inpiston 4, being assisted in' such movement thereof by the pneumatic airpressure in combustion chamber 3aA exerting itself against the extremelower end of valve face 5a, an area equal to lthe -fuel is forced intothe space therebetween, the

highly compressed elastic substance in chamber 4s and in the adjoiningdiagonal ports 4o passes likewise therebetween and the two are united 1therein and travel downward .in a circular path,

due to the angle of said ports 4o and said grooves 5d, thence throughthe minute orifice 4m. and diverging nozzle 411. respectively into thespace in combustion chamber 3a, such space forming a whirling chamberfor the elastic substance and liquid fuel as the former increases invelocity as it drops in pressure in passing from the` compressionchamber 4s to combustion chamber 3a. As this highly agitated, minutelyatomized, whirling mixture of such elastic substance and liquid fuelenters the combustion chamber 3a, it is ignited by the intense heat ofthe highly compressed air therein, and combustion follows. 'Ihisycombustion forces thepiston 3b downward on its power stroke, and theelastic substance and liquid fuel injection continues as piston 3b isthus forced downward, such continuation of such injection as to timingdepending principally upon Tthe relation existing betweenvthe oppositeextreme sizes of compression chamber 4s and `orifice 4m, or the timerequired for Apractically all the elastic'substance to pass from chamber4s into chamber 3a. l

After the engine has started, the discharge cock of hand pump I0 isclosed, regulating valve 1f is slacked until pressure on gauge I9registers 90 poundsper square inch for example. and needle valveA 7' isset in the idling speed position of regulati wherein the pressureregisteringv on -gauge 1l should be about 45 pounds per square inch@i'I'his reduction in pressure of the' liquid fuel -in connection I c andfuel supply chamber 4i connected with gauge la', `and the relativelygreater reduction in pressure of the liquid fuel in tubing connection 1andtting Id or ld" connected with gauge 1l, cause the fuel injectionplungerpiston 5b to seek a higlfer level .in cylinder Gc and thusreduces the depth of the projection of plunger 8a in chamber 5b andconsequently decreases thev quantity of fuel expended per injectioncharge. This reduction in pressure of the liquid fuel in chamber 47'also causes the compressionchamber regulator assembly 2 to graduallyseek a higher l'evel inthe pression ratio of the engine. To stop theengine,

the valve 1m is opened thusreducing the pressure on gauge 'il to zeroand allowing the pressure of the liquid fuel inchamber lj to force theplunger 6a with its piston 6b upward to their zero injection position of`regulation.

With reference to Fig. and assuming that the actuating piston 4 andpiston valve B are being forced downward lin their respective cylindersby the pressure of the liquid fuel in chamber 4i as the pressure of theproducts of combuston decreases in combustion chamber la and beneathpiston la, then: as soon as piston l is started on its downward travel apartial vacuum v .Ic of piston I contacts its seat d, this elasticsubstance becomes equalized in pressure on either end of the enlargeddiameter portion of piston 4a, due to the fact that the outsidediameters of valve face 4c and sleeve portion Ig are equal, and thusprevents an undesirable pressurev difference on either end of saidpiston la.

During the period the engine is in operation, the chamber 2m becomes aliquid fuel heater and there exists a slight continuous thermalcirculation rof -liquid fuel from fuel chamber 4j to the chamber 2m andreturnvia the minute orices 2n.

The orifices 2n are purposely made minute in sizeso as to preventpulsating movement of assembly 2 during changes in pressure withincombustion chamber la, likewise the orifice 6e is purposely made minutein size so as to prevent pulsating movement of the piston 6b duringchangesin pressure in fuel supply chamber li due to the intermittentdisplacement in the latter of the upper ends of piston 4 and valve l.All connections between fuel chamber 4i and air chamber I f arelconstructed relatively large so that such pressure pulsation in fuelchamber 4i may be absorbed or cushioned by the air in chamber If.`

The cross-sectional area of sleeve la should normally be about fourtimes the cross-sectional area of the throat opening Ia'g'. This willresult in the pressure on the fuelin chamber 4j being carried atapproximately one-fourth of the compression pressure in .the combustionchamber 3a. Likewise the various relations existing between the tensionof spring 21', the pressure carried in fuel supply chamber l and thesize ofthe oriilces 2r should be such' that during approximately y thelast one-tenth of the compression stroke and the first one third part,of the power stroke a small quantity of liquid fuel should iiow fromchamber. 2m to chamber l, and during the remaining portions of saidcompression and power strokes this small quantity of liquid fuel shouldvbe replenished in chamber 2m from chamber 4i.

u sures in the latter chamber, i

It is understood that the engine should have a relief valve meansconnected with combustion chamber 3a, and certain other details couldhave been included, however they are not considered a part of thisinvention.

'Ihough more than one device is illustrated, they are all my originalideas and are so united and described in combination.

The invention herein described may be manufactured and used by or forthe Government of The United States of America for governmental purposeswithout the payment to meot any royalty thereon or therefor.

I claim:

1. In a liquid fueled internal combustion engine, means operated bycompression pressures for atomizing and injecting a fuel charge into thecombustion chamber of the engine in proper timing comprising a cylindermember in tandem relation with the combustion chamber, a hollow pistonin said cylinder member, yieldable means urging said piston membertoward the combustion chamber and permitting said piston member toretract undercombustion chamber pressure, a fuel injection memberextending through said hollow piston member in fixed relation to saidpiston member, a bore extending through said fuel injection member andhaving an enlarged counterbored chamber within said fuel injectionmember adjacent and connected to the cmbustion chamber end thereof, afue] supply bore extending into said fuel injection member at the otherend thereof, a smaller counterbore connecting said enlarged counterboredchamber to said fuel supply feeding bore, an actuating plunger slidablyreciprocatable within said connecting bore, an enlarged piston portionformed.

on said actuatingplunger and reciprocatable within said counterboredchamber, said counterbored chamber having a reduced end away from 4thecombustion chamber end into which said enlarged piston portion maysnugly enter and then trap combustion chamber gases therewithin, saidactuating plunger being hollow and having a fuel discharge openingleading toward the combustion chamber, a valveseat within said enlargedpiston portion, an opening extending through=said enlarged pistonportionfrom the entrapment chamberto said valve seat, a hollow valvemember reciprocatable within said hollow plunger, a valve face on saidvalve member adapted to seat against said valve seat, openings extendingfrom said valve face to the hollow interior of said valve member, thehollow interior of said valve member connecting to said fuel supply boreand a rod extendable part way into the hollow interior of said valvemember to entrap fuel in said valve as said valve member is reciprocatedby the motion of said slidable piston, and thereby forcefuel throughsaid valve face against said valve face to commingle with and beatomized by the entrapped combustion gases forced therethrough by thereciprocation of said actuating plunger under compression pressure andforce the atomized fuel through the discharge o'pening into thecombustion chamber.

2. In a liquid fuel internal combustion engine, means operated bycompression measures for injeoting a fuel charge into the combustionchamber of the engine in proper timing comprising a differentialcylinder member, a differential piston member slidably mounted in saiddifferential cylinder member; said differential piston member having anenlarged piston portion fitting snugly within the larger portion of saiddifferential cyllli inder and normally movable toward and seating awayfrom the combustion chamber of the engine, a sleeve-shaped reducedportion of said differential piston member fitting snugly within thesmaller' portion of said differential cylinder and extending away fromsaid combustion chamber.

and said larger cylinder portion, a fuel reservoir formed between saiddifferential cylinder and said differential piston, saidkreservoirVextending into said differential piston toward the combustion chamberto'extract heatnfrom the combustion chamber to the fuel, a fuelatomizing and feeding means within said sleeve-shaped portion of saiddifferential piston comprising an innermost bored valve memberterminating in a valve face at the inward end, said valve member havinga bore extending therethrough and opening into said valve face, a fuelplunger extending into said bore at the other end, a fuel source leadingto and from said reservoir' and to said bore, said plunger entrapping aquantity of fuel in said bore to force a quantity of fuel through thevalve face opening as said valve is reciprocated, a hollow valveactuating plunger within said sleeve encompassing said valve, a valveseat within said hollow plunger for said valve face, a fuel injectionopening leading from said valve seat to the combustion chamber, adifferential piston enlargement on said plunger, a chamber within whichsaid piston enlargement is reciprocatable,

an opening connecting said chamber through said piston lenlargement tosaid valve seat, means connecting the combustion chamber to the pistonlenlargement chamber to entrap a small quantityl of combustion chambergases withinsaid piston enlargement chamber, yieldable means urging saiddierential piston member toward the combustion chamber and permitting itto retract under combustion chamber pressure, whereby to ,cause relativereciprocation of said fuel feeding and atomizing valve and saidactuating plunger to feed fuel therethrough and to atomize said fuelbeing fed Itherethrough under pressure of the entrapped combustionproduct from the plunger chamber through the valve seat.

FRANK DAVID BUTLER.

